Electric block-signal system.



PATENTED MAY 1, 1906.

P. J. SIMMEN.

ELECTRIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED JULY 31. 1905.

C I I 0 7 No. 819,677. PATENTED MAY 1, 1906.

P. J. SIMMEN. ELECTRIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED JULY 31.1905.

2 SHEETS-SHEET 2.

:3 Q 7 32 zagi 24 27 L L H L L E g L 4 4 7 20- //Z/ #7 H -22 5a PAUL J. sIMMaN, orornoo, CALIFORNIA. aLsc-rnlc ieLocx-sle'wAL SYSTEM.

Specification of Letters Patent.

Patented May 1, 1906.

Application filed July 31,1905. Serial No. 272.114.

' To all whom it may concern:

Be it known thatI, PAUL J, SIMMEN, a citizen of the United States, res'idinfg at Chico,

in the county of Butte and State California, have invented certain new and useful Improvements in Electric Block-Signal Systerns, of which the following is a specification.

This invention relates to an electric blocksignal system for railways, the object of the invention bein to provide a simple and effe ctive system by means of which the engineer can at any time ascertain the presence of trains upon sections adjacent to that upon which his train is locate In the accompanying drawings, Figure 1 is a diagrammatic view of a track equipped with my improved block-signal system 0perating on a train running in orie direction only. Fig. 2 is a similar view of the system equipped for trains running in either direction. Fig. 3 is an enlar ed detailed view of aportion of the track s ownin Fig. 2. Fig. 4 is a diagrammatic end view of a locomotivemab, showing the circuits therein. Fig. 5 is a side view of the'same to show the contact-shoe.

Referring to the drawin s, 1 represents an electrically-continuous rai of a track. The other rail of the track is divided into sections 2, electrically separatedfrom each other, as shown at 3. These sections may be of any convenient length according to the amount of the traffic or other conditions, say, from two to ten miles. At the side of the track opposite to the end of each section is arran ed a group of parallel contact-rails, the num er of'rails in each group ding selected accord-, ing to the distance ahead or in the rear upon which it is thought necessary to give the en-.

'gineei' information as ,to the presence of tralns onthe track. For this purpose I have herein shownthree such contact-rails 4 5 6 in a group. Of these the innermost rail 4 is connected by a comparatively short wire 7 to 'the endof the section 2 next in advance.

The middle rail 5 is connected by a wire 8 with the rail/1 of the series next in advance, whichdmitsftiiin is connected by the short wire 7-witlrthe ljail 2 in advance. The outermost contact-rail 6 is connected by a wire 9 with the rail 5 of the series in advance, the latter being again connected by the wire 8 with the rail 4 of thenext series in advance,

' and thence by the-wire 7 with the section 2,

which is the third section in advance of the grou of rails4 5 6 under consideration.

With the rails 4 5 6 contact a corresponding series of contact-makers 10 11 12, carried in proper position to make contact wit 1 said rails 4 5.6. These contact-makers are of the usual construction in common use with the third-rail system of electric railways and therefore need not be more particularlyspe0ified. Said contact-makers are connected, respectively, to wires 21 22, leading through switches 23 24 25 to batteries 26 27 28, thence to signals 29.30 31, which have been, for the purpose of illustration, represented'as annunciator-drops, although they may be of any other convenient characteras, for instance, colored electric lamps. The wires lead from said signals to a common wire 32, which connects with the bearing of the wheel and thence to the opposite rail 1. It will be seen that with this arrangement should there be a train upon a section of the track in advance when the locomotive arrives at'the end 'of any section sothat the contact-'make'r'lO all inthe locomotive of the train in the rear,

thence by therail 1 to the train in advance, the wheel-axle thereof, section 2, wire 7, a contact-rail 4. Thus thesi nal 29 is actuated. In like manner should there be atrain on the next section but one in advance at the time of arrival of, the succeeding train at the end 0 closed through the rail 5 and contact-maker 11, actuating the si nal 30, and in like man'- ner a signal 31 will be actuated should there be a train on the next section but two in advance. It Will readily be seen that this system can be extended to any number of sec- .tions by providing a proper number of con-' tact-rails and contact-maker any section a similar circuit will be Fig. 2 illustrates the construction necesothersid'e of the track. The innermost rail 34 is connected with the end of the section in advance by a wire 37, the next outer rail 35 being connected by a wire 38 with the innermost rail 34 of thegroup in adva nd the Ill) outermost rail 36 being connected with the rail 35 of the, group in advance. It will readily be seen that these rails are arranged in precisely the same manner for a train traveling from left to right as the rails on the other side for one traveling from right to left.

Thecontact-makers 11 12, carried by the locomotive, will contact with these rails 34 35 36 in traveling in the other direction. However, it sometimes happens that a locomotive is traveling with the tender foremost, in which case the shoes would not make the proper. contact with the rails. A second set of contact-shoes 44 45 46 is therefore provided on the opposite side of the locomotive, and these shoes are connected with the switches by the wires 47 48 49. In such case the engineer will move the switches so as to make the circuit through the second set of shoes. Preferably a' switch will be used which will serve for closing all three circuits at the same time and which will do this automatically on the action of the revereing-lever. This same set of shoes 44 45 46 the left-hand side of the engine will also be used when the engine is running backward on the track.

As it is evident that for the cohtactrails trolley-wires could be substituted, theword .rail in the claims is to be understood to be sufi'iciently broad to include. any piece of metal which will make contact with a moving contact on a train for a sufficient length of time to give the desired signal or other effect.

I claim- 1. In an electrical block-signal system for railways, thecombination of an electric: llycontinuous rail of a track, electrically-insulated sections of the other rail of a track, a group of contact-rails, arranged adjacent to each such scction at convenient points therefor, an electrical connection between each member of said group and sections in act vance of the section to which they are adjacent, a corresponding group of contactmakers carried by the locomotive, signaling devices carried by the locomotive corre spending with the respective contact-m akers,

circuits through the respective sigiualing do vices to the wheel-axle, and means for sup plying electricity tosaid circuits. substam tially as described.

2. In an'electrical bloclosignal system for railways, the combination of an electrically .continuous rail of a track, clccti'icall3,*-ir1si1-- lated section of the other rail of the track, a

'ing member of the series with the section at a convenient point thereof, an elec-I trical connection between the first member of".

electrical connection between each succeedmember of the series adjacent to t in advance, a corres ending series ofcontactmakers carried by t 1e locomotive, individualcircuits through said contact-makers, and signaling devices, said circuits through the axle of the locomotive, substart tially as described.

3. In an electrical block-signal system for railways the combination of an electrically (insaid series with the ne-Xtsection in advance, an

Erecedingf e section continuous rail of a track,electricallydnsuk lated sections of the other rail of the traclfi,' a group of contact-rails arranged to each such.

section at a convenient point thereof, an clone tric al connection between each member of said grouii and sections inadvance of the section to w 11 group of contact-makers carried by t e loco motive, signaling devices carried by the lo; comotive corresponding with the resiective contact makers, circuits from sai through the respective signaling devices to the Wheel-axle, means for supplying elec trinity to said circuits, a second group of 02mtzwt-malrers on the o )posite side of the lace moth/e, wires several y leading therefrom to ch they are adjacent, a corresglonding shoes the corresponding circuits throughthe opposite ccntaot-niakers, and switc res controliing said. wires, substantially as described;

3 :lectrical blcck-signaisystem for railway l. mnnbmation of an electrically--- rail of a track, electricajl sinsus us or the other red of the track, a

is lor each section at each sure or.

continu lltilficl ism, group ctr: the track and t"- iing section, an electrical coueeeween. one member or? the group on wi the section in advance, an iOilIljEillOil between another mom group and the section but one each member oi' 5h sleetiicair son being mnietricai in regard to the corresponding groups and sections with which they connect.

In witness wher =o I have hereunto set my hand in the 'prcsei'ice of two subscribing wit-- 7 PAUL J. ,Sl M M EN Witngsses: I

simmers .t'i. i /arena,

Gonrmnisn.

isvcrsely opposite to the 1 

